Internal-combustion engine charge forming device



1945 H. A. ADAMS ET Al. ,1

INTERNALCOMBUSTION ENGINE CHARGE FORMING DEVICE Filed April 18, 1944 ATTORNEY.

1N VENTORJ.

Patented Oct. 16, 1945 INTERNAL-COMBUSTION ENGINE CHARGE FORIVIING DEVICE Harold A. Adams, Bakersfield, and Merrill Eichelberger, Kernville, Calli'., assignors to E. A. B. Incorporated, a corporation Application April 18, 1944, Serial No. 531,616

2 Claims.

It is a general object of our invention to provide a simple and inexpensive means of utilizin the fuel and lubricating oil vapors collected in the upper crank case as an adjunct to the normal fuel supply.

An additional object is to provide automatic means whereby an enriched normal fuel mixture is supplied to the motor under starting and other low vacuum conditions and a leaner mixture augmented by the crank case fuel and lubricating oil vapors is supplied under conditions of higher vacuum such as during higher and more or less constant speeds. The terms low vacuum" and higher vacuum refer to relative vacuum conditions as normally measured by the standard mercury column device wherein a "low vacuum" or suction registers a portion or only a few inches of mercury and an increased or higher vacuum or suction registers in comparison more or additional inches of mercury.

An important object of our invention is to reuse as fuel the unburned fuel forced past the piston rings as a result of explosion pressure and incomplete combustion.

Another purpose of our invention is to draw oil the hot lubricating oil vapors from the crank case and to direct and distribute them to the incoming fuel mixture to act as upper cylinder lubrication means.

A further important object of our invention is to prevent thinning of the lubricating oil by drawing the fuel vapors out of crank case before condensation and mixture with the lubricating oil can take place.

An additional object is to reduce crank case pressure by establishing a condition of relative partial vacuum so that the lubricating oil is not forced out past the front and back main bearings and the crank case gasket.

A further purpose of our invention is to reduce the intake of fuel through the carburetor thus increasing the mileage or power output by capturing and reusing the fuel vapors which normally by-pass the piston rings and escape to the air in a state of more or less incomplete combustion.

Additional objects and advantages of our invention will be apparent from the following description considered in conjunction with the accompanying sheet of drawings, or as supplements of each other, wherein are set forth certain novel features of construction, combination and arrangement of parts.

In the accompanying sheet of drawings forming a part of these specifications, and in which like numerals are employed to designate like arts: D Figure 1 is a diagrammatical elevation illustrating the application of our invention to a conventional internal combustion engine.

Figure 2 is a partial cross-sectional view illustrating our spring valve type of fuel economizer.

Figure 3 is a partial cross-sectional view illustrating our gravity valve type of fuel economizer. Referring now in detail to Figures 1, 2 and 3 wherein for purposesof illustration are shown preferred embodiments of our invention Figure 4 indicates the upper or top section of the crank case. Figure 5 is a carburetor attached to and supplying the fuel mixture to the intake manifold 6. At a convenient location the spring type valve pipe fitting I is screwed into or otherwise attached to the intake manifold 6. From the spring type valve pipe fitting 1 a tube or pipe 8 connects to a compresison type pipe fitting 9 which is screwed into or otherwise secured to the upper crank case section 4.

In the interior of the spring type valve fitting I is provided a cylindrical recess ill in which is positioned and held a compresison spring ll.

acts to clamp pipe 8 when forced inward and tightly secured in position by locking nut ii.

In the alternate gravity valve type of our fuel economizer also shown attached to the intake manifold 6 and upper crank case section 4 of Figure 1, though only one type, either the spring valve or the gravity valve,'is required on an installation, numeral !6 designates a compression type fitting which is screwed into or otherwise attached to the intake manifold 6. From the pipe fitting IS a tube or pipe l1; connects to a gravity type valve pipe fitting l8 which is screwed into or otherwise secured to the upper crank case section I.

In the interior of the gravity valve fitting I8 is provided a cylindrical recess l9 within which the valve ball 2| is positioned and moves. At one end of the recess I9 is provided a ball seat 22 and at the other end a stop pin 20, thus forming a gravity controlled check valve. The gravity valve fitting I8 is tightly clamped to pipe I! when the clamping ring 23 is forced inward and tightly secured in position by locking nut 26.

The operation ofour fuel'econornizer invention depends on the degree of vacuumor suction tending to overcome the bias created by the compression spring or the weight of the gravity type check ball. When the vacuum or suction is low and an enriched fuel mixture is required our fuel economizer remains closed 'thuspermittin the maximum quantity of fuel to be drawn in through the carburetor. When the vacuum or suction is high and a leaner mixture can advantageously be used our fuel economizer opens D rmltting the fuel and oil vapors of the crank case to mix with and augment a minimum quantity of fuel drawn into the carburetor.

It will be understood that while the forms of our fuel economizer herein described and illustrated are to be considered as preferred embodiments of our invention, we do not limit ourselves to the precise construction as described but reserve the right to resort to and substitute various modifications and changes in shape, size and arrangement of parts without departing from the spirit of our invention or the scope of our claims as described and indicated above and in the drawing and the following claims.

Having thus described our invention we claim:

1. In an internal combustion engine charge forming deviceia valve fitting attached to the inserted in said recess, a valve ball secured in place and braced by said compression spring, a valve' ball seat secured in said cylindrical recess of said valve fitting, said cylindrical recess, compression spring, valve ball and valve ball seat, by adjustment in size individually and in combination preselecting a charge suitably corresponding to the operating characteristics of the engine, a compression ring, a pipe, a lock nut securing said compression ring to said pipe and pressing said compression ring against said valve ball seat, a compression fitting attached to the upper crank case section and connecting said pipe to the upper crank case section.

2. In an internal combustion engine; a valve fitting attached to the upper crank case section, a cylindrical recess in said valve fitting, a seat formed in one end of said cylindrical recess, a valve ball moving in said recess and held by force of gravity against said seat, a stop pin inserted in the other end of said recess and forming a barrier to vertical movement of said valve ball in said cylindrical recess, a compression ring, a pipe, a lock nut securing said compression ring to said pipe, a compression fitting attached to the intake manifold and connecting said pipe to the intake manifold.

HAROLD A. ADAMS. MERRILL nrcrmmuaona. 

